Speed-responsive system



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c. BEALL SPEED RESPONS IVE SYSTEM Filed Sept. 5. 1923 Rotatedaa definite speed J 20 for each speed '5 20 5 of'axZe-A INVENTORI C ,R. Bea/l Patented Apr. 24, 1928.

UNITED STATES PATENTTOFF-ICE.

CHARLES R. BEALL, OF SWISSVALE, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

SPEED-RESPONSIVE SYSTEM.

Application filed September 5, .1923. Serial No. 661,026.

My invention relates to railway traffic controlling apparatus, and particularly to apparatus of the type wherein a train is pro-- manner is illustrated and described in an application for United States Letters Patent filed on even date herewith by L. 0. (irondahl, Serial No. 661,036, filed on the 5th day of September, 1923, Pat. No. 1,581,113, Apr. 20, 1926, for railway trafiic controlling apparatus. One feature of my invention is the provision of means for checking the fact that the shaft is rotating at the proper speed for each value of train speed.

I will describe one form and arrangement of apparatus embodying my invention, and will then point out the novel features thereof in claims.

The accompanying drawing is a diagrammatic View showing one form of apparatus embodying my invention.

Referring to the drawing, the reference character A designates an axle of a train, and the reference character B designates a shaft which is caused to rotate at a definite speed for each speed of the axle by.

means not essential to the complete disclosure of my invention and omitted from the drawing for the sake of simplicity. @ne means for accomplishing this is disclosed in United States Letters Patent No. 1,508,554: granted to Lemuel F. Howard on Sept. 16, 1924:. The reference character C designates a valve comprising a chamber 2 one wall of which is provided with a valve seat 3 which is at times engaged by a closing member 4 o erated by a solenoid B. When this solenoid is energized, that is, when an electric current is passing through coil 6, 5 core 5 is. drawn upward and causes member 4 'to abut against seat 3 thus closing the valve C. When solenoid D is de-energized, -memberet dro s downunder the influence of gravity, an o ens valve 0 to atmosphere. The brakes of t e vehicle are governed in any suitable manner so that when the fluid lnormally under pressure in pipe 1- is released to the atmosphere, the brakes of the vehicles are applied. The energization of solenoid is controlled in part by a polarized relay E which is in turn controlled by traffic conditions in advance in such manner that under conditions speed, contact 7-10 is closed; under conditions permitting an intermediate speed but not high speed, contact 78 is closed; and under conditions requiring low speed, contact 79 is closed. Q

Mounted upon shaft B and rotating therewith is a centrifugal device X which comprises, as shown in the drawing, a collar 16 rigidly attached'to shaft B. Two weights 20 are operably connected to this collar by means of links 19. In similar manner these weights are also fastened to a second collar 18 slidably mounted on shaft B. When this device is rotated the centrifugal force generated by virtue of the motion of the weights 20, tends to move the second collar 18 longitudinally toward the right along shaft B against the biasing force exerted by a spring 17. A contact mechanism F is operated by this centrifuge and comprises a movable contact member 14 which co-opcrates with three fixed contact, members 13, 12 and 11. The movable member 14 is operated by thecollar 18 of centrifugal device X in such a manner that as the speed of shaft B increases, member 14: is moved toward the right. The fixed contact members permitting high 13, 1 2 and 11 are so proportioned and so disposed that at speeds of the vehicle above some high speed, as 65 miles per hour, the movable member 1 1 does not engage any of the fixed Contact members; at all speeds be low 65 miles per hour, member 14 engages member 11; at all speeds below some 1ntermediate speed as 35 miles per hour, member 14 engages both members 11 and12; and at all speeds below some low speed, as '15 miles er hour, member 14; engages all three fixe contacts 11, 12 and 18.

The reference character M designates apparatus comprising two groups of oppositely disposed contacts 48 and 49, each contact in one group .being connected with the opposite contact in the other group by means of a conductor 50. A movable brush 46 is operated b the collar 18 of the centrifugal device in. such manner that as the cod of shaft B increases, brush 46 is moved u wardly. A similar brush 47 is controlled by a similar centrifugal device J on axle A- so that as the speed of the axle increases the brush 47 is also moved upwardly. It is evident that the amount of this motion may be made equal for corresponding increases in speed of the axle and shaft so that when the speed of shaft B corresponds to the speed of axleA the brushes 47 and 46 tive dis lacement which will interrupt the circuit or winding 6 and will allow valve C to a open and apply the brakes. The

' amount of deviation from absolutely correct relative speeds of shaft B and axle A before such brake application will occur may be regulated by proper dimensioning of brushes 46 and 47 contacts 48 and 49 and the centrifu a1 devices X and J Aliihough I have herein shown and described only two forms of railway trafiic controlling apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention. c

Having thusdescribed my invention, what Iclaim is:

1. In combination, an axle, a first centrifugal device operated by said axle, a shaft operated at a definite speed for each speed of'said axle, a second centrifugal device operated by said shaft, an 'electro-responsive device, and means controlled by said' first and said second centrifuges for effectively I energizing said device only when said shaft and said axle are operating at proper relative speeds.

2. In combination, an axle, a first centrifugal device operated by said axle, a shaft operated at a definite speed for each speed of said axle, a second centrifugal device operated by said shaft, a brush operated by said first centrifugal device, a second brush operated by said second centrifugal device, and means for electrically connecting said first brush with said second brush only when said shaft and said axle are operating at proper relative speeds.

3. In combination, an axle, a first centrifugal device operated by said axle, a shaft operated at a definite speed for each speed of said axle, a second centrifugal device operated by said shaft, two series of oppositely disposedcontacts each contact in one series being connected electrically with the opposite contact in the other series, a brush operated by said first centrifugal device for successively engaging the contacts in one of said series as the speed of said axle increases,

a second brush operated by said second cen-- trifuge for successively engaging the contacts in the other of said series, the two said brushes engaging opposite contacts in the two said series when the speed of said axle and said shaft have the proper relative values.

4. In an electric circuit controlling mechanism, the combination with two rotating elements, of a plurality of contact segments associated with one element, contact segments associated with the other element and electrically connected to corresponding contact segments of the first element, and a c0n tact member engaging a corresponding connected segment of each element to continuously maintain an electric circuit closed so long as both elements rotate in synchromsm.

In testimony whereof I aflix my signature.

CHARLES R. BEALL. 

